Railway draft-rigging.



J. P. 0CONNOR. RAILWAY DRAFT RIGGING.

APPLICATION FILED MMLQ. 1914.

Patented Deo. 8, 1914,

2 SHBBTSvSHEBT 1,

0 Arr Fig 5 WITNESSES.-

J. P. OCONNOR.

RAILWAY DRAFT RIGGING.

APPLICATION PILED MAB. e, 1914.

[NVENTOR E l v WITN S SES /a/u1/I'0/z/zar W26 ATTORN UlSUlED STATES PATENT OFFICE.

JOHN F. OCONNOR, OF CHICAGO, ILLINOIS, ASSIGNQR TO WILLIAM H. MINER, F

CHICAGO, ILLINOIS.

RAIILWAY DRAFT-RIGGING.

Specification of Letters Patent.

Patented Dec. 8. 1914.

Application filed March 9, 1914. Serial No. 823,275.

To all ru-/m/u 'it may concer/r Be it known that l, JOHN l". (Yto'xxon, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful ln'rprovement in Railway Draft-.Rigging, of which the following a full, clear, concise. and exact description, reference being had to the accompanying drawings. forming a part of this specification.

invention relates to improvements in draft 1igging for railway cars.

The object of my invention is to provide, a draft rigging of durable and efficient construction.

In the drawings forming part of this specification, Figure 1 is a plan view of a draft rigging embodying my invention: Fig. il, is a side elevation partly in vertical longitudinal section on line of Fig. l, showing the parts in normal position; Fig. 2) is a cross-section on line 3 -3 of l"ig. l: .Fig/f is a side elevation partly in vertical longitudinal section, showing the position of the parts in full buff; Fig. 5 a side elevation partly in vertical longitudinal serY tion illustrating a modification.

Referring to the drawings, the numerals (le-C indicate draft sills or partsv of the earfraine to which the draft rigging is applied; 7 a draw-bar, the rear end thereof only be ing shown in the drawings. and having a transverse key slot 8.

The. numeral 9 indicates sills depending from the draft sill G and forming a part of the draft members. the said members l) being preferably secured to the members b v means of the angle-irons 10, which are suitably secured to the depending member 9. preferably by the rivets 11-11, and to the sill 6 by the bolts 12--1Q. Mounted between the sills, and preferably secured to the upper portions of the members 9-9 by the rivets 153-43, is a. spring ease 14 provided at either side with the forward riveting flanges 1.5-15 and the rearwardly extended flanges 1G---16. The Spring case 14 contains the downwardly opening spring chamber 1T, the said chamber being formed preferably by the continuous plate 18` having a horizontal portion 19 forming the upper end of the chamber, dependent portions 2(120 forming the front and rear ends of the chamber, the said portions of the plate 18 being turned outwardly and upwardly at of the i. amber and through the perforations l 5 through the upper portions of the parles ijll. The front and rear walls of the chamber 17 are slightly divergent from the upper portion of the chamlwr to permit a limited forward and rearward flexing movement of the springs therein. At their lower ends the springs enter a recess 2G in they upper face of a friction block 27. the friction block having a lower bearing face 2S and inner front bearing face 21) and inner rear bearing 'face 30. The bearing faces 2) and 30 form the front and rear walls, respectively, of the chamber JU in the friction block, and are suitably divergent from the lower end of the chamber "26 to permitta flexing of the spring member Q52, and a sliding engagement between ,the springs and the rear inner bearing face 30 on forward movement of the friction block, and between said springs and the inner forward bearing face 20 on rearward movement of the friction block.

'The friction block Q7 is inclosed within a volte horizontally disposed and having at its forward ends the slots 51-51 for the passage of the coupler key 52 therethrough and through the registering slot 8 in the draw-bar.` and in preferable construction through suitable slots in the adjacent portions of the draft members. The lower bearing face Q8 of the friction block Q7 bears against the bottom portion 31 of the chalinel 32 longitudinally formed in the supporting member 33, which is suitably secured between the draft members, preferably by means of bolts 31--34 passing through the members 9 of the draft members and through perforated dependent flanges {i5-"35 with which the supporting member is provided.

On rearward movement of the draiwbar, the friction block 27 is forced rearwardly, the springs Q2 resisting the rearward movement of the block and being flexed rearwardly thereby. meanwhile having at their forward f are a f rieti onal enga gement against the forward inner hearing face 29 of the friction block Q7 until the said springs engage the inner forward bearing face 29 along its entire length and are in the position illustrated in Fig. 4 of the drawings.

(in forward movement of the draw-bar, the springs are iicxed forwardly by the forwardly moving friction block, the action between the springs and the rear inner bearing face of the friction block 30 being similar to the action just described in reference to the bearing face 29 on rearward movement of the draw-bar. In both forward and rearward movement of the draw-bar, the tendency of the friction block to move downward by reason of the engagement of the springs against the one or the other of vthe inner bearing faces 29 and 30 results in further frictional action between the supporting plate 23 and the lower bearing face 28 of the friction block 27.

In the modification illustrated by Fig. 5 of the drawings, the numeral 53 represents draft sills, each with a depending draft member 54 secured thereto, a spring case 55 secured between the draft members and having the downwardly opening spring chamber 56 with the flat springs 57 dependin therefrom, the upper ends of the sai springs being secured within the chamber 56 by the bolt 58 passing through the front and rear walls 59 and 60, respectively, forming said chamber, the said walls being suitably outwardly divergent toward the opening of the chamber, the lower ends of the springs 57 enterin a chamber 61 of the friction block 62. he front wall 63 of the chamber 61 and the rear wall 64 of the chamber 61 are convex in form to permit a frictional engagev ment between the said walls and the springs 57 on forward and rearward movement of the friction block 62. The friction block 62 has a lower bearing` face 72 engaging against the ,supporting p ate 65, which is suitably secured between .the draft members by the bolts 66-66. The friction block 62 is inclosed within the horizontal yoke 67, said yoke being keyed to the draw-bar 68 by the transversc key 69 passing through suitable slots 70 in the yoke and draw-bar. A stop 71 is se red between the draft sills rearwardly 4o he friction block 62 to limit the rearward movement thereof in buiing action of the gear. In the modified form, on forward movement ofthe draw-bar the springs 57 are fiexed forwardly, and on rearward movement are flexed rearwardly. In both movements of the draw-bar the springs are infrictional engagement with portions of the front and rear walls 63 and 64 of the friction block 62, and the lower bearing face of the friction block is in frictional engagement with the supporting plate 65.

I claim:-

1. In a draft rigging for railway cars, the combination with draft members. draw-bar and draft'yoke, of a spring case secured between the draft members, a friction block, a supporting member and springs, the springs lseing mounted in the spring case at one end,

and engaging the friction block at the other end, and having frictional engagement with said block upon movement thereof.

2. In, a draft rigging for railway cars, the combination with draft members, draw-bar and yoke, of a friction block and a bearing member for said block, and flat springs, the springs being in engagement at one end with the friction block, and at the other end having rigid connection with the draft lnember.

3. ln a draft rigging for railway cars, the combination with draft members, draw-bar and yoke, of springs, a mountingI for said springs secured to the draft members, a friction block disposed below said mounting, a bearing face supporting said block, the springs being in engagement with the friction block and adapted to befflexed by the movements thereof. Y

4. In a draft rigging for railway cars, the combination with draft members, "draw-bar and draft yoke, of a supporting memb'er secured between the draft members, alongitudinally reciprocating friction block engaging the supportin member, flat sprin" and a mounting there or between the draft-'members, the said fiat springs engaging .the friction block and being adapted to resist both forward and rearward movements thereof.

5. In a draft rigging for railway cars, the

combination with draft members, a drawe mg member therefor, and springs, the 1 springs being secured to the draft members ani engaging the friction block attheir free. en s.

6. In a draft rigging for railway cars, the combination with draft members,A a drawbar and yoke, of flat springs, a supporting member and a friction block, the friction blockbeing provided with a chamber to receive the lower ends of the springs, the upper ends of the springs being'secured between the draft members.

7. In a draft rigging for railway cars, the combination with draft members, a drawbar and draft yoke, of a supporting plate, a friction. block, a spring case and springs, the spring case being mounted between the draft members, the springs being dependentl from the spring case and engaging the friction block at the lower ends, the-friction` block being provided, with front and rear 1 inner friction faces for engagement with the springs on longitudinal movement of the` rear inner friction faces for engagement with the springs on movement of the fric tion block, the friction block bearing against the supporting plate on forward and rearward movement of the draWbar.

9. In a draft rigging for railway cars, the combination with draft members, draw-bar and yoke, of a spring case secured to the draft members, spring platessecured to the spring case and depending therefrom, a friction block and a supporting member, the friction block having front and rear inner friction faces and an outer lower friction face, the springs engaging the friction block between the frontand rear inner friction faces and having frictional engagement with one of said faces on forward'movement of the draw-bar, and with the other of said faces on rearward movement of the drawbar. i i

10. In a draft rigging for railway cars, the combination with draft members,` drawbangnddraft yoke, of a spring case having ii-ent'and rear lateral flanges secured to the draft members, a spring chamber in said case, springs entering said chamber, secured therein and depending therefrom, a friction biock and a supporting member therefor, the friction block having front and rear inner friction faces between which the springs are disposed, the said springs resisting the rearward and forward movements of the friction block through spring pressure and frictional engagement with said block.

1i. In a draft rigging for railwaycars. the combination with draftniembers of a draw-bar and yoke, springs secured at their upper ends between Athe ldraft members, a friction block and means for supporting the same, the free ends of the springs engaging n the friction block and affording both spring and frictionai resistance tothe longitudinal movements of said block.

JOHN F. ocoNNoR.

Witnesses AnLINi-i R. ARNOLD, CAnnm G. RANZ. 

